Fuel-feed regulator for explosive-engines.



S. D. FILSON.

FUEL FEED REGULATOR FOR EXPLOSIVE ENGINES.

APPLICATION TILED FEB. 16, 1912.

.1 063,866. J Patented June 3,1913.

2 SHEETS-SHEET 1.

' S. D. PILSON.

FUEL FEED REGULATOR FOR EXPLOSIVE ENGINES.

APPLICATION IILED FEB.16, 1912.

1,063,866. Patented June 3,1913.

2 SHEETS-SHEET 2.

FUEL-FEED REGULATOR FOB EXPLOSIVE-ENGINES.

Specification of Letters Patent.

Patented June 3, 1913.

Application filed February 16, 1912. Serial No. 678,067.

To all whom it may concern Be it known that I, SEAMAN D. FnsoN, acitizen of the United States, residing at Grove City, in the county ofMercer and State of Pennsylvania, haveinvented certain new and usefulImprovements in Fuel- Feed Regulators for Explosive-Engines, of whichthe following is a specification.

My invention relates to improvements in fuel-feed regulators forexplosive-engines, the primary object of my invention being to provide agenerally improved charge forming and regulating device for hydrocarbonengines of simple, cheap, and etiicient construction adapted toautomatically provide for the delivery of proper combustible charges tothe power cylinder of the engine in accordance with the speed of thelatter.

A further object of the invention is to provide an improved carbureterhaving a valved fuel nozzle adapted to be positively closed and held inclosed position at pro er intervals whereby to prevent improper uelfeeding or flooding at the fuel nozzle as well as to prevent back firingand crank case ignition.

A still further object is to provide an improved compensating throttlevalve adapted to be automatically operated in accordance with the speedof the engine whereby to vary the form of the air passage and suctionatthe liquid fuel nozzle in accordance with proper motor requirements aswell as means whereby said compensating throttle valve may be manuallyoperated as desired.

A still further object of the invention is to provide an improvedfuel-feed regulator adapted to provide for either a two cycle or a fourcycle operation of the engine as desired under the varying conditions orexigencies of actual service. Y

With the above mentioned and other ends in View, the invention consistsin the novel construction, arrangement, and combination of parts,hereinafter described, illustrated in some of its embodiments in theaccompanying drawings, and particularly pointed out in the appendedclaims.

Referring to the drawings, forming a part of this specification, Figure1, is a central vertical sectional view of a charge forming andregulating device applied to a power cylinder of an engine, the partsbeing adjusted for four cycle operation, the improved compensatingthrottle valvc being shown in its down or seated position as in slowspeed or the starting of the engine. Fig. 2, a similar view of the same,detached. the fuel ";..lve stem being depressed to close the valve ofthe fuel nozzle, and the im proved compensating throttle valve beingshown in its elevated position as at high speed. Fig. 3, a similar viewof a carbu reter or charge forming and regulating device, thecompensating throttle valve and cycle regulating mechanism beingomitted. Fig. 4, a top plan view of the form of fuel bowl and nozzleshown in Figs. 1 and 2, detached. Fig. 5, a central sectional view takenthrough line 5--5 of Fig. 4. Fig. 6, a top plan view of the form of fuelbowl shown in Fig. 3. Fig. 7, a central sectional view of the same takenon line 7-7 of Fi 6. Fig. 8, a front elevation of the cam sha t andshifting mechanism shown in Fig. 1. Fig. 9, a side elevation of theimproved compensating throttle valve shown in Figs. 1 and 2, detached.Fig. 10, an end view of the two cycle cam detached.

Similar numerals of reference designate like parts throughout all thefigures of the drawings.

The carburetor or charge forming and regulating mechanism of theimproved fuelfeed regulator may be attached to each power cylinder 1, asshown in Fig. 1, of the drawings in which instance the power cvlindcrmay be provided with a charge inlet port 2, and an air eduction port orpassage 3, said charge inlet port 2, being adapted to be opened andclosed by means of the power piston 4, the latter being adapted tointermittently compress the air in the crank casing 5; and to eject theair from the latter through the air eduction port or passage and throughthe carburcter and into the power cylinder when the charge inlet port 2,is opened as indicated by the arrows in Fig. 1, of the drawings.

The carbureter, proper, or charge forming device, comprises a carburetercasing 6, having a charge outlet port 6, adapted to communicate with thecharge inlet port 2,.

of the engine, and said carburetor casing, in the present instance, issecured directly to the power cylinder 1, the air inlet port or passage7, to the carbureter being formed by means of an elbow casing or pipe 7,secured to the power cylinder 1, as shown.

The carbureter casing ('1, is provided with a threaded opening 6",adapted to receive and contain the upper threaded portion of a fuel orcarbureter bowl 8, the latter forming the mixing chamber and beingprovided near its bottom with a bridge or cross 1nemher 8", carrying thefuel or spray nozzle 9.

'lhe fuel or carbureter bowl 8, communicates with and is surrounded by afuel or float casing 10, the latter being supported upon the flangedportion 8", of the fuel bowl, said fuel bowl forming an annular fuel orfloatchamber 8, the latter being provided with a float 11, carried upona pivotally mounted float lever 11, adapted'to operate a float valve 12,whereby the liquid fuel is maintained at a certain predetermined heightin the fuel or float chamber 8. The liquid fuel in the chamber 8communicates with the opening in the fuel or spray nozzle 9, through themedium of the opening or duct 8, in the bridge or cross member 8 and asa means for intermittently opening and closing the fuel or spray nozzle9, the latter is provided at its mouth or tip with a ball valve 13,having a guide pin 13, extending into the opening of. the spray nozzle9, whereby said ball valve is maintained in proper relative position inits elevated and seated positions. The fuel bowl 8, has its side wallsconverging toward each other forming a constricted air passage in themixing chamber about the tip or mouth of the spray nozzle 9.

As a means for positively closing the ball valve 13, as well asproviding means whereby the latter may be regulated in its opening andclosing movements, a valve stem 14, is provided, the lower end of thelatter being provided with a spring 15, said spring being adapted tocushion the ball valve 13, in its upward movements, as well as to beseated on the latter when the valve stem is moved to its closed positionas shown in Fig. 3, of the drawings. In the form of carbureter shown inFig. 3, the valve stem 14:, is adapted to be normally adjusted throughthe medium of a knurled head 16, the valve stem 14, being threaded inthe upper portion of the carbureter casing 6, so that the valve stem maybe readily adjusted. In this embodiment of the carbureter, the upper endof the fuel or carbureter bowl is provided with a second cross or bridgemember 17, having an opening 17*, to receive the lower end of the valvestem 14.

As a means for positively and automatically opening and closing thevalved spray nozzle in accordance with the desired cycle operation ofthe engine as well as providing an improved compensating throttle valveadapted to be automatically operated in accordance with the speed of theengine, whereby to vary the form of the air passage as well as thesuction at the liquid fuel nozzle in accordance with proper motorrequirements, the additional mechanism particularly shown in Figs. 1, 2,and 8, may be provided as hereinafter described.

As shown most clearly in Figs. 1 and 2, of

'the drawings, the fuel bowl 8, is provided with a vertically movablespring resisted compensating throttle valve 18, said valve being adaptedto vary the form of the air passage about the tip or mouth of the fuelnozzle as well as to vary the suction or action of the air upon the ballvalve in accordance with proper motor requirements by being providedwith an inwardly extending flanged portion 18*, resting in the sameplane with the tip of the fuel nozzle when the throttle valve is in itslower or seated position and forming a constricted air passage adaptedto increase the force of the air upon the ball valve 13, and increasethe richness of the combustible charge at low speed or in the startingof the engine. It will be observed that the form of the inwardlyextending flanged portion 18*, of the throttle valve 18, and itsrelation to the adjacent parts is such that as the throttle valve 18, israised, the size or area of the air passage about the tip of the nozzlewill be increased as said compensating throttle valve is raised, and asa further means of decreasing the force of the air, the lower flangedportion of the throttle valve is provided with a series of openings 18*,which will be opened or uncovered when the throttle valve is raised toits extreme elevated position as shown in Fig. 2, of the drawings when avery lean combustible charge is desired as at high speed or under otherconditions requir- 1 ing a lean or much diluted combustible charge.

As a means for guiding and movably supporting the compensating throttlevalve in proper position as well as providing means whereby the same maybe manually operated, a threaded sleeve 19, is mounted in the upperportion of the carbureter casing 6, said sleeve being provided at itsupper end with a suitable handle 20, communicating with suitableoperating mechanism, the lower end of said sleeve 19, being providedwith :1 lug 19, adapted to engage within the spider portion of thecompensating throttle valve 18, so that when the threaded sleeve 19, israised through the operating mechanism, the throttle valve 18, willlikewise be raised against the resistance of the surrounding spring 21,as illustrated in Fig. 2, of the drawings. The sleeve 19, may beprovided with coarse thread of considerable pitch, and when the handle20, is reversed, the compensating throttle valve will be permitted toassume its seated position as shown in Fig.

1, of the drawings, said throttle valve being adapted to move upwardlyagainst the resistance of the surrounding spring 21, with each suctionimpulse of the engine.

As a means for varying the cycle of the engine as well as positively andautomatically operating the valve stem 14, the latter is slidablymounted in the sleeve 19, and provided with a bearing head 14, said headbeing adapted to be depressed against the resistance of a spring 22, andto be operated by means of a suita le cam on a cam shaft 23. The camshaft 23, is mounted in suitable brackets 24, mounted on the sides ofthe engine cylinders, said cam shaft being adapted to be mechanicallyoperated through suitable driving mechanism, as for example,-a suitabledriving gear 25, (see Fig. 8,) feathered on the shaft 23, said shaftbeing adapted to be driven at one half the speed of the crank shaft.

As a means for providing for either a four cycle or two cycle operationof the engine, a single cam 26, is provided for four cycle operation asshown in Figs. 1, and 2, of the drawings, and a double cam 27, (seeFigs. 8 and 10) is provided for two cycle opera tion. As a means forbringing either of said cams 26 or 27 into cotiperative relation withthe bearing head 14, of the valve stem 14, the cam shaft 23 is providedwith a shifting collar 28 and a shifting lever 29, the latter beingadapted to communicate with any suitable and convenient operatingmechanism. By reason of the above arrangement it will be observed thatwhen the single cam 26, is in operation, the valve stem 14 will be helddown and only opened during every other or alternate suction impulsethrough the charge inlet port making the engine a four cycle enginesince during one of the suction impulses only pure air will be drawninto the cylinder by reason of the fact that the valve stem 14, throughthe medium of the spring 15, will hold down the ball valve 13, duringsuch suction impulses.

From the foregoing description, taken in connection with theaccompanying draw ngs, the operation and advantages of my ir Ventionwill be readily understood.

Having thus described some of the embodiments of my invention, what Iclaim and desire to secure by Letters Patent is,-

1. A carbureter, comprising a mixing chamber provided with a bridgemember and a centrally located liquid fuel nozzle, an annular liquidfuel chamber surrounding said mixing chamber, a float and float valveadapted to maintain the liquid fuel at a predetermined height in saidliquid fuel chamber, a vertically movable compensating valve ha ing aconstricted air passage sur rounding said liquid fuel nozzle, a ballvalve seated at the mouth of said nozzle, means for intermittently andpositively closing said ball valve, and means for positively raisingsaid vertically movable compensating valve.

2. A carbureter, comprising a mixing chamber provided with a liquid fuelnozzle, a liquid fuel chamber communicating with said nozzle, a-ballvalve at the mouth of the latter, a compensating valve having aconstricted air passage surrounding the mouth of said liquid fuelnozzle, means for regulating the movements of said ball valve and forpositively closing the same at intervals, means for resilientlymaintaining said compensating valve in seated position, and means forpositively moving said compensating valve whereby to vary the area ofsaid air passage about said fuel nozzle.

3. In an internal combustion engine, a charge forming and regulatingdevice, comprising a cam shaft and cam, a power cylinder provided with acharge inlet port, a carbureter including a fuel nozzle, a ballvalvenormally closing the latter, a spring resisted valve stem adapted to beoperated by said cam and to intermittently hold said ball-valve in aclosed position, and means for shifting said cam for the two or fourcycle operation of said engine.

In testimony whereof I have affixed my signature in presence of twowitnesses.

SEAMAN D. FILSON.

Witnesses:

M. P. BLACK, M. H. MoCoY.

